Liquid-pressure engine for blowing organs.



No. 729,238. PATBNTED MAY 26, 1903.

I H. SWANTON. LIQUID PRESSURE ENGINE FOR BLOWING ORGANS.

APPLICATION FILED DEG. 13, 1897.

I0 MODEL. 3 SHEETS-SHEET 1.

No. 729,238. PATENTED MAY 26, 1903.

' H. SWANTON.

LIQUID PRESSURE ENGINE FOR BLOWING ORGANS.

APPLICATION FILED DBO. 13, 1897.

3 SHEETS-SHEET 2.

10 MODEL.

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H. SWA'NTON. LIQUID PRESSURE ENGINE FOR BLOWING ORGAN S.

APPLIOATIOH TILED D30. 13, 1897. I0 IODEL. 3 BEEETB-EHBET 3.

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PATENT @FFJICE.

HUGH SVVANTON, OF STEPNEY, LONDON, ENGLAND.

SPECIFICATION forming part of Letters Patent No.'729,238, dated May 26, 1903. Application filed December 13, 1897- Serial No. 661,736 (No model.)

To all whom, it may concern:

Be it known that I, HUGH SWANTON, of 79 -Whitehorse street, Stepney, London, England, have invented certain new and useful Improvements in Liquid-Pressure Engines for Blowing Organs, of which the following is a specification.

The objects of this invention are to simplify the construction and improve the reversal of the ordinary reciprocating Joy engine, patented to David Joy November 6, 1866, No. 59, 524, by preventing the acceleration of speed in the travel of the main slide-valve, which has hitherto attended an acceleration in the speed of the engine, thereby causing a jerk at reversal, and to better control the action of the engine by preventing an acceleration of speed, which takes place at the commencement of each stroke.

A simplification may be effected in the tubetype of engine, of which the well-known Ross engine, patented by 1'). Sheppard May 3, 1892, No. 474,347, affords a convenient example, by confining the ports and valve-box to one head only and providing a watei passage to the other head through an annular space. between the working cylinder and a second outer cylinder. The bolts securing the heads and cylinders may be conveniently arranged in this annular space, and awater-tight joint between the ports leading to the annular space and the working cylinder may be secured by clips arranged to distribute the pull of the bolts between the two cylinders.

Improvements in reversal and control may be effected by limiting and varying, by the power of the bellows or reservoir, the elfective area of the supply-ports of the main valvechest, instead of limiting the supply of fluid to ports controlled by a slide-valve having an unrestricted travel as heretofore. A convenient method of varying the effective port area is to vary the travel of the main slide-valve, either in extent of travel with a constant supply or speed of travel with a variable supply, thus obtaining an independent control of each stroke in the closest proximity to the enginepiston.

Figure 1 is an elevation, partly in section, showing one method of applying myinvention to an ordinary Ross engine. Fig. 2 is a sectional plan of the main valve shown in Fig. 1.

Fig. 3 is a diagrammatic view showing connection of bellows to engine. Fig. 4 is a section a1 view of main valve, illustrating another method of applying my invention. Fig. 5 is a sectional elevation of an organ-blowing engine having my invention applied thereto, this form being a modification of that shown in Fig. 1. Fig. 6 is adetail inverted plan view of the head of the cylinder. Fig. '7 is a similar view to Fig. 5 of still another modification.

Figs. 1 and 2 show one means for applying my invention to the ordinary Ross engine, the valve-box being partly in section. A is the inlet admitting fluid to the main slidevalve box. a a, partly shown dotted in Fig. 1, are ports the inner boundary-lines of which are of cissoidal shape. B is the main slidevalve, which is arranged to control the passage of fluid to and from the port ac, and is fluid-driven under the control of the pilotvalve in the usual manner. The central portion of the valve-stem Bis provided with two axial slots b I), intersecting one another at right angles. .0 is a spindle which passes through one of the slots Z) and carries a cam c. The spindle 0 passes through a gland and carries an arm 0, which is operated by the main bellows in the usual manner-for instance, by a rod 0 as shown in the diagram Fig. '0. The cam c is shown in hard lines in the position which admits of the full travel of the main slide-valve B. It will be seen that when the cam 0 assumes the position shown in the dotted lines the main slidevalve is locked in a neutral position, and in any intermediate position of the cam 12 controlled by the lever c and main bellows the cam permits a greater or less travel of the main slide-valve, uncovering more or less of the ports as may be required, so varying the speed and power of the engine according to the requirements of the main bellows. The bellows being full, a further partial rotation brings the cam 0 into the position shown in dotted lines, thereby arresting the motion of the engine and rendering a cut-01f valve unnecessary.

The action of the apparatus is as follows: The engine being at rest, the main slide-valve Bis in a neutral position, having been so placed by the action of the cam c and fluidpressure, under the direction of the pilotof the ports co a is determined by the anguvalve, is ready to operate the main slidevalve-B. Assuming the bellows to be now emptied of air, the arm G will assume the position shown by hard lines in the drawings, partially rotating the cam c, and thereby permitting the full travel of the main slidevalve B, the engine responding at its maximum speed and rapidly filling the bellows. The bellows in rising partially rotate the cam 0 through connecting-rod c and lever 0, thereby limiting the travel of the main slidevalve B in the manner described and reducing the eifective area of ports act, and consequently the speed of the engine as required. A demand being made on the bellows, the reverse action takes place, the cam 0 assuming a position which permits a greater travel of the main slide-valve B, thereby increasing the effective area of ports a a and speed of the engine as required.

It is obvious that more elaborate mechanical arrangements for limiting the travel of the main slide-valve may be employed and that my invention may be applied to the ordinary D-valve.

Fig. 4 shows another means for applying my invention to the ordinary Boss engine by controlling the supply of fluid at and by means of the main slide-valve. In this arrangement the main slide-valve B is partially rotated by the movement of the main bellows. A is the inlet admitting fluid to the main slide-valve B. a a are the cylinder-ports, as before. The central division of the main slide-valve consists of a well-fitting cylindrical shell, a portion, b, of which is removed or cut away, as shown, thereby forming ports. A is the supply-port, communicating with the port B, and d d are discharge ports. One end of the valve is prepared to receive the spindle c, which is of square section in order to control the angular position of the valve B. The spindle passes through a gland and carries an arm 0', which is operated by the bellows in the manner described, through suitable connectinglevers. It will now be understood that in this arrangement the reciprocating travel of the valve B is constant, but that the effective area lar position of the valve B, the cut-away part or-port b of which uncovers more or less of the ports a a according to the extent towhich the valve is rotated by the bellows through the, The control efii'ected by this ar-.

spindle O. rangement is identical in its results with that shown in Figs. 1 and 2, and need not, therefore, be described.

Fig. 5 shows, partly in section, another means for applying my invention,in which the position of the main slide-valve is determined by fluid-pressure, and a simplified construction of thetube type of engine is shown. G

,,and G are hard-drawn brass tubes concen- 'trically arranged one within the other, the

inner tube G forming the working cylinder.

These tubes G Gare fitted with an upper head or cap H and a bottom head or cap H. In

order that the tube G forming the working cylinder may be fitted in a truly-central position, the upper head or cap H is made with a concentric portion or cap g having a socket g for receiving the tube G. Between the cap g and the head H is a space 9 across which are disposed fins g, which connect the cap 9 to the head, of which it forms a part, the space g allowing of the necessary passage of the operative liquid from the upper side of the piston to the annular space 9 between the concentric tubes. g is a socket in the head for receiving the outer tube G. The bottom head H is provided with passages i and z", i conveying fluid through the annular spaceg between the tubecylinder G and G to the top head H through the space and thence to the upper side of the piston J the passage vi conveying fluid directly to the under side of the piston J. The heads H and H are secured together by bolts passing through the annular space g between the tubes G and G. One bolt is shown at K. These bolts K may be conveniently screwed into the lower head H, as at K, and fastened at the top by a nut K and k is a bridge-piece upon which the nut K bears, said bridge-piece resting on the cap 9 and head H, so as to divide the pullof the bolt between the said cap 9 and head H. In this example the ports are confined to the bottom head, to which the valve box is attached; but the valve-box may be attached to the top head and the ports confined to that head. The arrangement shown in the drawings has the advantage of permitting-the withdrawal of the piston without disturbing the ,fluid connections, which is impossible with the Ross construction, and the height required is considerably less than that necessary for the Ross construction, the valve-rod terminating at the floating lever E, hereinafter described.

I will now describe the valve gear. B is the main slide-valve; B its rod. D is the liquid-driven pilot-valve, and 1) its rod. In this arrangement the liquid-driven pilot-valve D is located at the side of the main slide-valve and is liquid-driven, its travel in closing the supply being always contrary to the motion of the engine-piston J. The liquid-driven pilot-valve convenientlytakes the form shown and controls a pair of ports d 01 which communicate, respectively, with the upper and lower ends of slide-valve B and also by branches d (1 (shown dotted) with the end spaces of the pilot-valve D.

(Z d are the discharge-ports, and s is the supply-port of the pilot-valve,,which ports, respectively, are also in communication with the supply S and discharge Z of the main slide-valve B E is afloating lever, to which the valve-rods B and D are connected, as shown. One end of the floating lever is controlled by the ordinary tappet-gear of the organ-blowing engine, said gear consisting of tappets and springs q q and sliding block g said sliding block being connected to the end 6 of the floating lever E by an arm (1 The travel of the other end of the floating lever E is limited by the slotted links 6 and e, which are operated by the lever central and neutral position.

a", which is conn ected to the bellows WV by suitable means, such as a rod or chain When the bellows is empty and the lever c is in its lowest position, the links 6 and a permit the maximum travel of that end of the floating lever E, and consequently the full travel of the main valve B WVhen the bellows are full and the lever is in its highest position, the links 6 and e lock the floating lever'E in a If this gear be used to place the floating lever E in a neutral position, thereby stopping the engine, it will not start on the floating lever being released. Before the engine will start it is necessary that the neutral position of the floating lever E be disturbed. This may be conveniently accomplished by a mechanical connection under the control of the organist, such as a handle 0 on the lever E.

The action of the apparatus is as follows: Assuming the engine to be starting on an upward stroke and the parts to be in the position locked and forms a fulcrum for shown in Fig. 5, the lever 0", being released, assumes its lowest position, as shown, (in con nection with the empty bellows,) releasing the floating lever E, which, being disturbed, say upwardly, by the organist, raises the liquiddriven pilot-valve D slightly, thereby opening the port 01 to the supplyS and allowing fluid to pass by the port and passage (Z to the upper end of the main slide-valve B and by the connecting passage and port d" to the under side of the pilot-valve D. Thus the liquiddriven pilot-valve D is driven to the end of its stroke, the movement of the pilot-valve forces the said lever E to the limit determined by the links 6 ethat is, to the dotted positions shown in Fig. 5the port and passages d" have, as described, admitted pressure to and operated the main slide-valve B in a downward direction. This action admits water to the under side of the engine-piston J, which at the end of the upward stroke causes the tappet q to operate the end 6 of floating lever E through the sliding block g and link q; but the main slide-valve B is now fluidthe floatinglever E, which depresses the liquid-driven pilot-valve D through its rod D until communieationis opened between ports and passage d when fluid under pressure passes to the actuatin gcylind er at bottom of main slidevalve B and through passages (Z (Z to that at the top of valve D, the actuating-cylinder at the opposite end of each valve being then opened to exhaust, whereby valve B is raised and valve D depressed, the action above described being repeated, but with the directions of movement reversed. The inflation of the bellows operates the lever 0 thereby limiting the travel of the pilot, and consequently the main slide-valve, thereby reducing the speed of the engine as required. In other words, the position of the liquid-driven pilot-valve is disturbed by the engine to an extent determined by the links and instantly corrected by the movement of the main slidevalve, the opposite movement of which, using the resistance of the links e and e as a fulcrum, moves back the liquid-driven pilotvalve to an extent determined by the motion allowed to the lever E by said links. The varying positions of the lever 0 as determined by the demands on the Wind, effect corresponding variations in the travels of the valves, and consequently in the speed of the engine.

The arrangement just described may be varied without affecting my improved method of control. For example, the apparatus may be so arranged that the liquid-driven pilotvalve may travel in the direction of the main engine-piston, the main valve traveling in a contrary direction to the main piston, both valve-rods being connected to the floating lever, as before. This arrangement is inferior, though the result is similar, because the effort of the engine to drive the liquid-driven pilot-valve in either direction is opposed by that of the floating lever, and the supplementary mechanical effort (which should be in reserve) necessitates the use of a separate lever to suit the reversed travel of the main slide-valve. An incidental advantage of this method or means of control, as shown in Figs. 1, 2, and 5, is a considerable economy in the consumption of working fluid required to operate the main slide-valve, the full travel of the valve being only used when necessary.

It is obvious that, the speed of the engine being determined at and by the main slide-valve, the pressure controlled by the liquid-driven pilot-valve is that of the main and is unaffected by the action of any controlling cook or valve. The speed of reversal, therefore, cannot be accelerated by an increase of pres sure consequent 011 the opening of the controlling -cock, as heretofore. Indeed, the slight loss of head due to the draft on the main, when the engine is moving rapidly,

causes a slower travel of the main slide-valve,

and therefore a more gentle reversal.

Fig. 7 illustrates another means for applying my invention. In this example the liquid-driven pilot-valve is located in the center of the main slide-valve, which therefore forms a traveling seat for the liquid-driven pilot-valve, thereby fulfilling the offices of the floating lever for which it is an equivalent. The valves are shown in a neutral position in the drawings. A A is an annular cavity charged from the supply. L L L L are discharge-passages. B is the main. slidevalve, which is arranged to control the passage of liquid to and from the ports P P, leading to the working cylinder in the usual manner. The main slide-valve B is perforated with a number of supply-ports b and discharge-ports b which are controlled by the liquid-driven pilot-valve D and are brought into connection with the cavities ff, respectively above and below the main slide-valve B, as required, by means of the passages d d 61 (Z It will now be understood that a movement of the liquid-driven pi1ot-valve D permits liquid under pressure to pass through the ports I) and passages d and (Z to one of the cavities ff at either end of the valve-box and also permits liquid to pass in a reverse direction through the passages 61 and d to the discharge-ports W. A downward movement of the pilot-valve opens'the cavity f to pressure and cavity f to exhaust, and an upward movement of the pilot-valve opens cavity f to pressure and cavity fto exhaust. Pressure thus admitted to the cavity f will operate the main slide-valve B in a downward direction, and so open the port P to the discharge and the port P to the supply. The same downward movement of the main slide-valve B closes the cavity f by the ports o d to pressure and cavity f by port b and its connecting passages (Z (Z to discharge. The downward movement of the main slide-valve continues until both cavities are shut off from both supply and exhaust, the slide-valve and pilot-valve being then again in the same position relatively to each other as that shown in Fig. 7, but at a lower position relatively to ports in the valve casing, that position being determined by the movement imparted to the pilot-valve,which is limited by the positions of the controllinglevers. The parts are then in a proper position for reversal when the pilot-valve shall be moved upwardly by the tappet on the engine, which will open cavity f to supply and cavity f to exhaust, when the main slide-valve will rise until again its neutral position relatively to the pilot-valve is found. The relative position of the valves B and D to the ports P P and passages L is determined by the travel of the liquid-driven pilot-valve D which latter is controlled and limited by the movement of the main air-bellows. For this purpose the liquid-driven pilot-valve D is fitted with a valve-rod D which passes through a gland in the usual manner. The valve-rod D is provided with a tappet M and also with the ordinary tappets and spring, as shown is Fig. 1. The travel of the tappet M, and consequently the liquid-driven pilot-valve D is limited and controlled by the system of linked levers e e and c, the latter bellows in the usual manner. The action is as follows: The bellows being empty, the lever c is in its highest position, and therefore permits the full travel of the tappet M and the valve-rod D If the engine has stopped with the valves in a neutral position, the lever C would have to be disturbed up or down, according to the position of the engine-piston, to allow the water to operate the valves; but, assuming the water-supply to have been cut off from the engine at an intermediate position, the liquid under pressure, on being admitted to the engine, finds the valves in that position which the instant of stoppage left them and completes the interrupted stroke.

-which, as explained above,

bellows are being rapidly being operated by the When the reversing-tappets are engaged, the liquid-driven pilot-valve D is operated,

causes the main slide-valve B to move in the required direction, thereby carrying the liquid-driven pilotvalve D and tappet M to the limit permitted by the linked levers e e and 0 the main slide-valve B continuing its travel until the supply of liquid under pressure operating it is cut off. This combined movement takes place near the termination of each stroke, the valves making their full travel; but the inflated, thereby operating the system of linked levers o and e e and gradually reducing the travel of the tappet M, and consequently that of liquiddriven pilot-valve D and main slide 13, thereby limiting the supply of liquid to the working cylinder and reducing the speed of the engine as required. The control of the engine resulting from this arrangement being precisely similar to that of Figs. 1, 2, 3, and 4, need not, therefore, be described.

The diameter of the liquid-driven pilotvalve is exaggerated in the drawings in order to more clearly show the details of its construction.

It will be clearly understood that the essential feature of this invention is the control of the engine at and by means of the main slide-valve, bywhich I secure (a) a smoother reversal at high speeds, for the reasons given; (1)) a more absolute control of the piston, by reason of the fluid required to operate the main valve being taken direct from the service-pipe instead of momentarily robbing the engine of its driving-power, as heretofore.

I claim as my invention- 1. In a liquid-pressure engine for blowing organs, the combination with the main valve and the bellows, of means for varying and limiting the travel of the valve by the movement of the bellows, substantially as described.

2. In a liquid-pressure engine for blowing organs, the combination with a liquid-driven main valve, of a pilot-valve, the bellows and means for limiting the travel of the main 'valve by the movement of the bellows, substantially as described.

3. In a liquid-pressure engine for blowing organs, the combination with the bellows, of a cylinder provided with ports, avalve therein adapted to close said ports to a greater or less extent, and means connected with the bellows for limiting the movement of said valve by the movement of the bellows, substantially as described. I

4. In a liquid-pressure engine for blowing organs the combination with the bellows, of a cylinder provided with ports of variant area in cross-section, a reciprocatory valve and means connected with the bellows for limiting the movement of said valve in positions to expose different areas of said ports, substantially as described.

5. In a liquid-pressure engine for blowing IOC organs, the combination with the bellows, a cylinder having ports the inner boundary lines of which are of cissoidal shape, a reciprocatory valve, and means connected with the bellows for limiting the movement of said valve for exposing different areas of said ports, sustantially as described.

6. In a liquid-pressure engine for blowing organs, the combination, with the bellows, of

IO a cylinder having ports of variant area in of cross-section, a slotted reciprocatory valve, a

spindle through the slot, a cam on the spindle for engaging with the valve and limiting its movement, and a connector between the spindle and the bellows for operating the 15 same, substantially as described.

HUGH SWANTON. WVitnesses:

WILLIAM J OHN WEEKs, RICHARD BUNDY. 

